Gear-shifting mechanism



E 1. R. LANGLEY.

GEAR SHIFTING MECHANISM. APPLICATION FILED MAR. 18, 1914. RENEWED JUNE Is. 1918.

1,36,651n Patented Dec. 28,1920.

3 SHEETS-SHEET I.

J. R. LANGLEY. GEAR SHIFTING MECHMHSWL PPLICATION FILED MAR. I8. 1914. RENEWED JUNE 13.1918.

Patented Dec. 28, 1920.,

3 SHEETSSHEET 2.

WITNESSES? d IVENTOR 22 J. R. LANGLEY. GEAR SHIFTING MECHANISM. APPLICATION FILED MAR. 18. I914. RENEWED JUNE I3. 1918.

1363361. Patented Dec. 28, mm.

3 SHEETSTSHEET 3.

WITNESSES: INVENTOR ATTORNEY www JESSE It. LANGLEY, OF WILKINSBURG, PENNSYLVANIA, ASSIGNOR '10 WESTINGHOUSE ELECTRIC AND MANUFACTURING COMPANY, A CORPORATION OF PENNSYLVANIA.

GEAR-SHIFTING MECHANISM.

I Specification of Letters Patent. Patented B90528, 1920.

Application filed March 18, 1914, Serial No, 825,725. Renewed June 13, 1918. Serial No. 239,891.'

mechanisms for automobiles or other motor vehicles,rand it has particular reference to such mechanisms as are controlled by selective devices.

' clutch pedal lever.

A second object of my invention is to prov de an arrangement by means of which a gear-shifting mechanism ma be selectively and effectively controlled by a simple mechanical device that may be located within convenient reach of the operator.

It has been proposed to provide gear- 1 shifting mechanisms which are selectively controlled by systems comprising electromagnets, a battery and push buttons for controlling the electrical connections of the magnets and the battery. While such devices may operate satisfactorily, a large number of parts are required and these are, by their nature, comparatively expensive. In addition, the services of skilled electricians are necessary in assembling and installin an electrically operated mechanism.

In t e present invention, I provide a structure that is entirely mechanical in construction and in operation. The changes in speed ratio are selected in advance of the actual change, by the positioning of aselector lever or pointer that is located upon the steering post of the vehicle. The mechanism is actuated by the clutch pedal lever to shift the gear mechanism to produce the desired change in speed ratio. The clutch pedal lever is arranged to actuate the gearshifting mechanism only upon the movement thereof beyond the point at which the clutch is disengaged.

In the accompanying drawings, Figure 1 is a view, partially in plan and partially in section, of a portion of an automobile with my invention attached thereto. Fig. 2

is a view, in elevation, of the mechanism of Fig. 1. Fig. 3 is a View, partially in elevation and partially in section, of the transmission mechanism of an automobile and its related parts. Fig. 4 is a lan view of the gear-shiftingmechanism. ig. 5 is 'a view, in longitudinal section, of the mechanism of Fi 4:. Fig. 6 is a view in section, on line VI of Fi 4. Fig. 7 isa View. in section, on line V I-VII of Fig. 5. Fig. 8 is a view of the selector lever and dial.

Referring particularly to Figs. 1 and 2, an automobile chassisl, only a portion of which is shown, is provided with a gas engine 2 having a fly wheel 3. A transmission mechanism or change-speed gear mechanism 4 is connected to the engine 2 by a shaft 5 and a conical clutch member 6 that is slidably mounted on the'shaft 5 to coact with acorrespondin ly shaped clutch membr 7 formed in the Ilv wheel 3. The clutch member 6 is provided with an integral grooved collar 8 to be engaged by a yoke member 9 having a pivotal support upon a bracket 10. A pedal lever 11, that is adapted to be operated by the foot of-the operator, has a pivotal support upon a lug 12 and is connected by a link 13'to the yoke member 9. A spring 14;, that is attached, at one end, to a suitable stationary part, nor mally retains the clutch pedal lever 11 in its rearward position, with the clutch mem her 6 engagin the clutch member 7 in the fiy wheel 3. steering post 15 is provided with a dial 16 having characters correspond ing to the several. speed ratios, as for example, 1, 2, 3, N (neutral) and R (reverse). A selector lever 17, which is rotatably supported by the steering post 15, selectively controls the shifting of the gear wheels of the transmission mechanism, as will be later described.

The transmission mechanism 1 forms no part of my invention but is so combined therewith that a description thereof is desirable in order to explain the o eration of the gear-shifting mechanism. he shaft 5,

ment with the shaft 5 and has a bearing at 25 Within the gear wheel 20. The shaft 23 is adapted to be connected to the shaft 5 at different speed ratios by means of two gear wheels 26 and 27 that are slidably keyed upon the shaft 23, gear wheels 28, 29, 30 and 31 that are fixed upon a counter shaft 32 and an idler gear wheel 28* that is in mesh with the gear wheel 28.

The gear wheel 31 is always in mesh with the gear teeth 22 to establish a fixed speed ratio between the shafts 5 and 32. The mechanism is arranged to provide three speeds in the forward and one in the reverse direction. The changes in speed ratio are controlled by the slidable gear wheels 26 and27 which are respectively provided with integral grooved collars 33 and 34 to be engaged by yoke members 35 and 36. 'The yoke members 35 and 36 are respectively fixed upon shift rods 37 and 38 that are gear wheel 30. For the third or high speed,

the gear wheel. 27 isshifted to the right until internal gear teeth 39, with which the gear wheel 27 is provided, mesh with the gear teeth 2l. The shaft 5 is then directly connected to the transmission shaft 23 and the latter is driven at engine speed. For driving in the reverse direction, the gear wheel 26 is shifted into mesh with the idler gear wheel 28*, which is always in mesh with the'gear wheel 28. The transmission mechanism is illustrated. in its neutral or inoperative position in which. the shaft 23 is not connected to the counter shaft 32.

Referring now to Figs. 3 to 7, inclusive, the gear-shifting mechanism comprises a housing or casing 40 having end walls41 which provide bearings for two shift rods 42 and 43. The shift rods 42 and 43, which are slidable axially in their bearings, are respectively connected to the shift rods 37 and 38 of the transmission mechanism. Two blocks-44 and 45 are slidably mounted upon the shift rods 42 and 43. The blocks 44 and 45 are connected by links 46 to the oppo sitely extending arms of a lever 47, the oscillation of which operates to slide the blocks 44 and 45 in opposite directions simultaneously. The lever 47 is fixed upon a rock shaft 48 that is provided with a crank arm 49. A link 50, which has a pin-and-slot connection with the crank 49, is connected to the lower end of the pedal lever 11.

Each of the shift rods 42 and 43 is provided with a longitudinal groove 53. Four .hook portions resting upon the bottoms of the grooves 53. t

The dogs 54 are controlled by two selector bars58 that are slidably mounted for movement transverse to that of the shift rods 42 and 43. The bars 58 are respectively provided with'notches or slots 60 and 61, and 62 and 63, which coact with the corresponding dogs 54, according to the positions of the bars. The selector bars 58 are connected to a lever 72, which has a pivotal support upon a lug 7 2 on the casing 40, by means of hell cranks 65 and a link 66. The selector lever 17 is fixed to a rock shaft 67 that is rotat-ably mounted in the hollow steering post and is connected to the link 66 by means of a universal joint 68, 'a short shaft 69, a crank arm 70, a link 71 and the lever 72. The position of the bars 58 is thus controlled by the position of the sc lector lever 17 as it is adjusted for various.

speeds. The bars 58 are yieldingly held in the several positions to which they may be adjusted, by an accentuating device comprising a spring-pressed dog 75 which cof acts with notches 76 on one of the bars 58.

It may be assumed that the transmissiongear mechanism is in its neutral position, as illustrated in Fig. 3, and that the gearshifting mechanism is in its corresponding normal or neutral position. It may be ass-umed, also, that the engine has been started and that the engine clutch members 6' and 7 are disengaged. It is desirable to start the vehicle in first speed, and the ointer 17 is accordingly adjusted to register with the numeral 1 on the dial 16. The bars 58 are adjusted thereby to bring the slot 60 into alinement with the path of movement of the corresponding dog 54 and the movementof the latter is, therefore, unobstructed. The remaining slots, however,

are not in alinement with their correspond- 1 ing dogs 54 and the bars 58 are in such positions as to obstruct the movementsof the remaining dogs 54.

The clutch pedal lever 11, which, at the time of starting the engine, is in such a position that the engine clutch members. 6 and 7 are out of engagement, is then pressed forwardly beyond the clutch-disengaglng position to rock the lever 47 and thus actuate the blocks 44 and 45 outwardly, the hook portions 55 of the dogs 54 sliding along the grooves 53. When the hook portions 55 app'roach the ends of the grooves, the dogs 54, with the exception of that one coacting with the slot 60, engage the corresponding bars 55}, and the dogs are rocked about their pivots to raise the hook portions 55 from the grooves 53. Further movement of the blocks causes thedog 54 that is not rocked to engage therod 42 and move it to the right (Figs. 4 and 5) to mesh the gear wheel the hook portions 55 have passed the ends of the grooves 53. The engine clutch is still out when the various parts are in their respective normal or neutral positions. Further return movement of the clutch pedal lever'will effect the engagement of the ent movement of the pedal lever 11.

When it is desired to change. the speed ratio, as, for example, to second speed the lever 17 may be moved to register with the corresponding numeral on the dial 16 at any time desired in advanced the actual change. The slot 61 is thereby brought into register with its corresponding dog 54 to perform the same functions as described in connection with the slot 60. To effect the change to the desired speed, the operator presses the pedal lever 11 to disengage the engine clutch. The rod 42 is in its shifted position and the left end of the groove 53 is near the coacting hook portion 55 of the adjacent dog 54, so that a slight outward movement of the latter member will cause these parts to engage. The further actuation of the pedal lever 11 after the clutch is out, therefore, first operates to shift the rod 42 to its neutral position. At this point, all of the dogs 54, except that one controlled by the slot 61 have engaged the corresponding coacting bars 58, and the dogs 54 are rocked out of engagement with the respective shift rods 42 and 43. But, since the slot 61 is inregister with its corresponding dog 54, the latter is still in operative position,,and the further movement of the clutch pedal lever 11 causes the rod 43 to be shifted to the left, and the gear wheel 27 to be shifted into mesh with the gear wheel 30. The return movement of the pedal lever 11 by the spring 14 effects engagement of the engine clutch, and the vehicle will be driven at second speed. In the same manner, changes may be made to third speed or the direction of drive may be reversed by adjusting the lever 17 to register with the appropriate characters 3 and B, respectively. lit will,-of course, be understood that, in order to reverse the direction of movement of the vehicle, it is necessary to bring it to a stop before the clutch is thrown in.

When it is desired to return either of the shiftable gear wheels 26 and 27 to the neu-.

tral position, the lever 17 is adjusted to register with the letter N on the dial 16. In this position of the selector lever, the bars 58 are so adjusted that none of the slots register with the corresponding dogs 54. The clutch is disengaged as before, whereupon the lever 47 is actuated by the rock shaft '48 to shift the blocks 44 and 45 outwardly. The shifted rod is in a position to be engaged immediately by the appropriate dog 54 to return it to its normal or neutral position. When the dogs 54 reach the bars 58, all of the dogs 54 are rocked out of the grooves 53, since none of the slots are in alinement with them. It is then impossible to shift the gear wheels until the pointer 17 has been shifted to a position other than in register with the letter N.

It will be noted that I have provided a mechanism which iscontrolled by a simple device that is conveniently located both for operation and for observation by the driver of the vehicle. By employing mechanical means only, I provide a mechanism that is much simpler in construction and in operation than one which embodies electrical means for controlling or for actuating the shifting mechanism. A device constructed .in accordance with my invention may be of rigid and substantial construction, thus avoiding any necessity for frequent ad ustment and repair. r T claim as my invention: I 1. In a gear-shifting mechanism, the combination with a shift rod, and means comprising two members movable longitudinall of said rod in opposite directions to shi t it, of means for selectively controlling said shifting means, said controlling means comprising a bar having slots for coacting with said shiftin means, and a selector lever con-' nected to said bar.

2. In a gear-shifting mechanism, the combination with a shift rod, and means com prising two members movable longitudinally of said rod in opposite directions for actuating the rod, of means for selectively controlling said actuating means, said controlling means comprising a bar movable transversely to said rod and to said actuating means, and a lever connected to said bar {)or selectively adjusting the position of said ar. Y 4

In a gear-shifting mechanism, the combination with a shift rod, and means comprising a plurality of pivotally mounted members for actuating said rod in opposite directions, means for selectively controlling said members, said controlling means comprising a plurality of bars having portions for engaging said members and a lever for controlling the positions of said bars.

4. In a gear-shifting mechanism, the combination with a shift rod and two members movable longitudinally of said rod and in opposite directions, means on said members for engaging said rod, and means forselectively controlling said engaging means,-said controlling means comprising a slotted selector bar knovable transversely to said rod, and a manually operable lever connected to said bar.

5. In a gear-shifting mechanism, the combination with a shift rod, and two members movable in opposite directions longitudinally of said rod, of means carried by said members for engaging said rod, a slotted member for coacting with said engaging means, a manually operable lever adapted to occupy a plurality of positions, and means ,means comprising a slotte of members movable in opposite directlons longitudinally of said shiftable member, means for connecting said movable members to said shiftable member, and means for controlling said connectin means, said bar movable transversely to said rod, and a lever connected to said bar.

- 7. In a gear-shifting mechanism, the combination with a shift rod and a pair of members movable in opposite directions longitudinally of said rods, means on said members for engaging said rod, a member having a recess adapted to coact with saidengaging means, and means comprising a lever for moving said recessed member to bring said recess into and out of alinement with said engaging means.

In testimony whereof I have hereunto subscribed my name this 28th day of Feb., 1914.

JESSE R. LANGLEY. Witnesses:

B. B. HINES, M. M. I'IEUBEL. 

